John young



(No Model.)

J. YOUNG.

VALVE GEAR.

Patented Apr. 24,1888.

UNI ED STATES PATENT OFFICE JOHN YOUNG, OF NEWARK, NEW JERSEY, ASSIGNORTO THE WATTS CAMP- BELL OOMPANY, OF SAME PLACE.

VALVE-GEAR.

SPECIFICATION forming part of Letters Patent No. 381,747, dated April24-, 1888,

Application filed October 1, 1887. Serial No. 25l,l69. (No model.)

To all whom it may concern.-

Be it known that I, Jornv YOUNG, of Newark, in the county of Essex andState of New Jersey, have invented a certain new and useful Improvementin the Valve-Gear of Steam- Engines, of which the following is aspecificati'on.

I construct a compound engine with the cylinders arranged tandem, andhaving expansion gear of the Corliss type, each steamvalve'being rapidlyopened by a-positive motion at the right period and being rapidly andautomatically closed at variable periods, the periods being controlledby a governor, so that when the speed rises both cylinders will cut offearlier, and when the speed diminishes too greatly both cylinders cutoff later, so as by the induction of steam to each cylinder for a longerperiod to raise the speed to the proper point. The automatic regulationof the admission of the steam to both cylinders is important, especiallyin the matter of promptness when for any reason the speed gets too high.The curtailing of the admission of steam to the high-pressure cylinderwill ultimately be effective in reducing the effect of the low-pressurecylinder; but such reduction of effect is more prompt if the closing ofthe steam-valves of the low-pressure cylinder is effected also by thegovernor, so that not only the'supply of steam from the boiler to thehigh-pressure cylinder is promptly reduced the moment the speed is inexcess, but also the delivery of steam from the high-pressure to thelow-pressure cylinder is curtailed to correspond. Such regulation of thesteam acting in both cylinders has been before effective with this classof valves; but to effect it there were required two levers, onethree-armed lever with a rod connecting it to the governor and two rodsleading to the cylinders being employed to control the points of releaseof the steam-valves for the low-pressure cylinder, and, additionalthereto, a two-armed lever and two rods leading therefrom to thehigh-pressure cylinder being employed to control the points of releaseof the steam-valves for the high-pressure cylinder. I have discoveredthat the mechanism may be simplified and all the useful effects attainedin a better manner by dispensing with the three-armed lever and themultiplicity of connections from such, substituting a bell crank leverand a single rod therefor, and simply coupling the cams together by asingle line of rods and operating one by the other throughout theentiretrainthat is to say, the governor, through the bellcrank lever,actuates the cam of the nearest valve, that operates the cam of thenext, and that operates the cam of the next, and that actuates the camof the last one in the series. There is no strain on this mechanism.There' is less cost of construction and a smaller number of hearings tomake friction and wear than with the ordinary arrangement.

The accompanying drawing forms a part of this specification, and is aside elevation of that portion of a tandem compound Corliss engine whichinvolves this invention.

Referring to the drawing, A is the fixed frame-work; B, the largecylinder, the lowpressure cylinder, and G,the smaller, the highpressurecylinder. 7

The mechanism for actuating the valves is that shown in the patent tome, dated November 10, 1885, No. 330,361; but this may be varied. It issufficient that the arms rigidly fixed on the several steam-valve shaftsare operated by the mechanism to open their respective valves always atthe proper periods, and that the detaching of each arm at the properpoint in the stroke depends upon the position of a cam-wheel mountedconcentric to the axis thereof, which is shifted with very slight force.In the drawing each valve-shaft is marked D, and the arm rigidly fixedthereon is marked D. The camwheel is marked E. The offset thereon,whicheffects the detaching of the valve, is marked 6.

M is the governor, which may be an ordinary fly-ball governor. N arelinks communicating the changes of altitude of the fly-balls to abell-crank lever, O, turning on a fixed center. The lower arm of thislever is connected by a properly-adjusted rod, P, to the camwheel E ofthe first steam-valve.

P is a connection from a pin on the first cam-wheel E to a pin on thecam-wheel of the other steam-valve for the low-pressure cylinder. P is aconnection from a pin on the cam- ICO wheel of the last-named totheeam-wheel of the first steam-valve of the high-pressure cylinder. Pis a connection from a pin on the last-named cam-wheel to the cam-wheelof the farthest wheel of the high-pressure cylinder. The strain on theseconnections is insignificant. On being correctly adjusted as to length,and occasionally lubricated, all work without appreciable wear or changefor an indefinite period. All are shifted simultaneously by the slightforce communicated from the governor whenever the speed is above orbelow the proper standard.

My invention serves with less parts than the ordinary system of separateconnection from the governor to each engine. A point which I esteem mostimportant is that all the rods are short, and maybe light, and stillwillserve without tremor or vibration. The invention may be carried outin the same way for an in creased number of cylinders, as triple or quadruple expansion, so long as they are arranged tandem.

Parts of the invention may be used without the whole. I can operate thevalves of a single engine in the same manner; but it is especiallyserviceable in compound engines ar ranged tandem, as shown.

I claim as my invention- 1. In a Corliss engine, the adjustable can1-wheels E 6, arranged concentric to their respective valve-shafts D,adapted to perform the double functions of releasing said valves atvariable periods according to the positions of the cams and of servingas lovers to trans mit a reversed motion, in combination with thegovernor M and rod P, connecting said governor with the first of saidcam-wheels,and

operation substantially as herein specified.

2. In a steam or gas engine,two or more cylinders arranged tandem, withrods I P 1?, connecting the several cam-wheels E of the train ofsteanrvalvcs directly together, so that each one aetuates the next, andso on through out the series, as herein specified.

3. In a tandem compound Corliss engine, the four steam-valve shaftsD,with the corresponding cam-wheels, E e, mounted loosely thereon,adapted to release said valves at variable periods, in combination witheach other and with the governor M, bellcrank lever 0, rod I, connectingsaid governor with the first of said cam wheels, a rod, 1?,connectingsuch cam-wheel with the next, a similar rod, l,connecting the lastcam-wheel of the first cylin der with the first cam-wheel of the nextcylinder, and, finally, a rod, P connecting the latter with the lastcam-wheel, thus completing the series, all arranged for joint operationsubstantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand, at New York city, this23d day of September, 1887, in the presence of two subscribingwitnesses.

JOHN YOUNG.

Witnesses:

CHARLES R. SEARLE, H. A. J OHNSTONE.

